Automobile.



M, KARMINSKI z C. PETERS.

AUTOMOBILE.

APPLIOATION FILED 0011.7, 1910, RENBWBD 11017.26, 1912.

g-, 4 Patented 11611111913.

z SHEETS-SHEET 1.

V w l@ W1 @L U KRENSKI L C. PETERS.

UTOMGBILE.

Anmomxo FILED om?, 1910. mmv/ED Nov. 2s. 1912.

Patented Feb. 1i, ma

19 in alternation while the resiliency of the fork makes the same self-cushioning, al-

though We need not altogether rely upon theA .resiliency of the fork to provide for the action indicated, separate means hereinafter described being provided to receive the jars applied to the fork.

' As we have already stated the motor for op'eratin the front wheel 11 may be of any suitable kind, and the hydrocarbon motor 21 properly answers our requirements, said motor or engine being supported by the shelf or platform 22 movably connected as by a pivot joint 23 with the fork 10. In the present case the crank casing of the motor 21 is rigidly connected with said shelf or platform and the latter, as will hereinafter appear, also supports the transmission gear- 1n The fork 10 is shown provided at the hu s of its branches with upwardly extending arms 24 pivoted at their upper ends to the opposite sides of the shelf or platform near the front of the latter, and owing to the fact that the fork isfgesilient, we provide by such construction that the engine support or shelf 22 be yieldingly mounted and to increase the effect, we may interpose between the outer or front side of the platform and the post 13, springs 25, the latter 'also augmenting the effect ofthe resilient portion of the fork.

The crank shaft of Ithe engine or motor is designated by 26, and it supports, al-

'though not directly, as will hereinafter appear, a sprocket wheel 27 vconnected by the sprocket'chain 28 with the sprocket wheel 12 to which we have already referred, and it will be apparent that onv the rotation of the sprocket wheel27, the wheel 11 through the intermediate parts will be-rotated.

We provide in connection with the crank shaft transmission mechanism of such nature as to secure two speeds, and although we have found the transmission mechanism illustrated and now'to be described, as' quite satisfactory, other means of a radically different form might be employed 'in lieu thereof; n,

Looselyg mounted on the cfank shaft 26 is an internal gear 29 having an elongated hub 30 to which the sprocket wheel 27 is rigidly connected, as for illustration, by a v37 `keyed or otherwise suitably rigidly con- -nccted with the crank shaft 20, while the outer gear is in mesh with the teeth of the .internal gear 29. It will be clear that if vthe disk 32 be held against rotation and the 27. The elongated hub or sleeve 33 is shown as provided with a longitudinally slidable ring 38 which, although it is free to slide on said hub is held against turning movement therewith by the fork 39 on the. lever 40 fulcrumed between its ends onthe shelf or platform 22, a coiled spring 41 being connected with the lo-wer and short branch of said lever 40 and also with the relatively stationary platform 22 so as to exertV a constant tendency to swing the upper and forked arm of the lever l40 outward and thereby hold the ring 3S in its ineffective position at which time it engages against the member 42, the engaging faces of the two parts being practically plain. Complemental to the ring 38 is a ring 43 fitted to the hub 33 and screw 44, the inner reduced end of which. fits an annular groove in the hub 33. From this it will be evident that the ring 43 is capable of turning on said hub 33. The two rings 38 and 43 are provided with coperating teeth which are out of engagement when the low speed mechanism is not in action. The ring 43 is provided with a projection or t-appet 45 coperat-ive with the tail of the lever 46 pivoted between its ends to the outer face of the disk or gear carrier 32, the operative end of the lever being adapted to engage one end of a divided or split band 48, the other end of said band beingr coiled about 'a' pin 49 on the disk 32 and said divided band 48 being held in place and in contact with the inner surface of the flange 34 by suitably placed pins 50 on the said disk 32. In Fig. 4 the non-rotative ring 38 is-shown as occupying its shifted or' ineffective position, the low speed mechanism at this time being out of action. To throw in the low speed mechanism the niember 42 willbe slid to the'leftvinlFig. 4 to cause theside teeth of the ring 38' to engage corresponding teeth on the ring 43 and thereby clutch or couple said two rings together.' The ring 38 is the part or member which in the present case is utilized toprevent rotation of the disk or gear carrier 32, this result bei ng accomplished by the`clutch ing of the two rings and owing to theI presence of the divided baud 48; the-'locking or arresting action applied to the disk 32 is a yieldable one or one in which there is no shock, the split or divided-band 4S taking up any shock by virtue of the fart that the tappet 417 engages the tail of the lever 4G and the latter in turn applies its effect to the shock absorbing element or divided gear 37 keyed t flhe part 42 in addition to serving as a shlfting' device for the ring 38 also' acts as la clutch member to throw-in the high speed,

it being in the present ease keyed to-the sleeve 33, and its 0uter-y side teeth being adapted to coperate with substantially similar side teeth on the ring 51 loosely carried by the hub of the disk 52 and held against lateral movement thereon by a pin 53, a counterpart of the pin 44 to which reference has already been made. The ring or clutch 51 is provided with a tappet 54 cooperativewit the lever 55 which in turn cooperates with a divided band 56 on the disk 52 'and a duplicate of the band48 already described. Therev is, therefore, interposed between the ring 51 and the disk 52 a practically yieldable element which absorbs the shock which takes place on connecting the clutch members 42 andvl. It will be assumed that the clutch half 42 is connected with the clutch half 51, and .when this occurs it means practically that the clutch member 42 connects the disk 52 with the sleeve 33, and owing tothe fact that the disk 52 is keyed to the shaft 26,'the driving will then be ring 56 to the clutch section or half 51,I the clutch 42' and to sleeve 33 the flange' of which carries the pinions 35 and 36. Obviously the speed of the pinion carrier is the same, when thus driven, as that ofthe gear 37, both being rigid with the crank shaftl and for this reason said pinions will not be rotated about their respective axes but /will revolve about the axis of the crank shaft and form a ri id connection between the lereto and the internal ear 29 thus effecting the driving relation W ich gives the high speed to the sprocket wheel 27, the latter, as before stated, being rigidly fastened to the hub of the internal gear.

It will be understood that when the clutch or ring shifting member 42 is in its neutral position as illustrated in Fig. 4 neither the high nor low speed mechanism will bein action, notwithstanding at this time thecrank shaft 26 be in operation.

Therefore, if either of the mechanisms'be in operation, the car may be stopped without stopping the engine by'thrusting the member 42 to its neutral or intermediate position from one of its shifted positions, and we will hereinafter describe means whereby the member 42 may be operated from the drivers seat 8. It will be also understood that the two trains of gears are so proportioned as to obtain the differences in speed.

The steering post or head 13 and the bar 20 jointly support for rocking motion the from the shaft 26 to the disk. ,into engagement with the ring 43 A52 and from'the latter through the divided shaft or rod 57 having a yoke-like handle 58 rigidly connected with that end of the be hereinafter described the member 42 may be shifted 'sidewise This handle 58 can also be advantageously employed to swin the bar 2O to aid in steering the vehicle. '1go the forward end of the shaft 57 We have shown f rigidly connected the crank arm'- 59 tothe outer end of which is pivoted a link 60 jointed at its lower end to the upper arm of.

the angle lever 61. The lever 61 is shown asv being of elbow form and pivoted at its angle to a bearing 62`extending laterally from the cylinder of the engine 21. The

lower arm of the lever 61 is forked to embrace the member 42 and it has pins 63 on` its branches entering a peripheral groove or channel in said member 42. From this it will be evident that the said member 42 can be shifted from the handle 58 through the.

described connections to move the ring 38 to'throw in the low speed mechanism, can be shifted to engage the .clutch half or section 51,to throw in the, high speed or can be moved into the neutral position which it is shown occupying in Fig. 4 to stop the car.

hat we claim is:

1. Inan automobile, the combination of a chassis, a resilient fork provided with a' wheel and with a post, the latter pivotally connected with a chassis, connected to the fork, the branches of the latter having rigid arms pivotally connected with 'said shelf forward of the othery supported by 4,

pivot thereof, and a motor said shelf and operatively connectedwith said wheel.

2. In an automobile, the combination of a chassis, a resilient fork provided with a wheel and also with a post, the latter being pivotally connected with the chassis, a'motor.

lsupporting shelf pivotally connected with the fork, the branches of the-latter having rigid arms pivotally connected with said shelf at a point removedfrom the other pivot thereof, and spring nea'nsv interposed between the shelf and sald post.'

In testimony whereof lwe affix natures in presence of two witnesses.

MAXIM KARMINSKI. CHARLES PETERS.

Witnesses:

HEATH SUTHERLAND, FREDERIC E. ANDERSON.

a shelf pivotally .our sigf 

